Airplane construction



July 8, 1941; L LD N Em 2,24s,235 AIRPLANE Consmucnon 2 Sheets-Sheet 1 Fil ed April 1a, 1939 ELEHI.

ma X mm mm mm mm zc ATTORNEY y 8, 1941. L. HOLDEN E TIAL 2,248,235 AIRPLANE CONSTRUCTION Filed April 18, 1938 2 Shseis-Sheet 2 Lillian Holden /a CassellDe Hi bbs' 9 INVENTOR5,

BY M Z ATTORNEY Patented July 8, 1941 AIRPLANE CONSTRUCTION Lillian Holden and Cassell De Hibbs, Fort Worth, a Tex., assignors of one-third to McKinney. G.

Davis, Fort Worth, Tex. a

Application April 18, 1938, Serial No. 202,644 2 Claims. (Cl. 24 1-83) This invention relates to airplanes and has particular reference to airplanes of light construction. The primary object of the invention resides in the provision of a wing construction in which the lateral control of the device is simplified in its construction.

Another object of the invention is in a wing construction which eliminates the use of ailerons for controlling the plane by pivotally supporting and controlling the lower wings.

Another object of the invention resides in a novel system of controls whereby opposingly arranged wing-s may be operated in unison, though conversely, for effecting the lateral control of the plane, such as necessary in banks and turns.

A still further object of the invention resides in the provision of means whereby the angle of incidence may be adjusted to meet the requirements of the lift necessary for maintaining flight according to the load placed upon the plane.

And yet another object of the invention resides in the provision of pivotal connections between struts and the wings in order that certain of the wings may act as ailerons and other of the wings may be adjusted as to angle of incidence.

Broadly, the invention seeks tocomprehend the provision of an airplane construction wherein the lateral controls of the airplane are simplified and in which the ailerons are eliminated by pivotally operating the lower wings of the device.

Other objects of the invention will become manifest as the description proceeds taken in connection with the accompanying drawings.

wherein:

Figure 1 is a side elevational view of the invention particularlyillustrating the relative positions of the multiple wings, the arrangement of the struts and diagonals, the stagger of the wings, and the positions of the incidence adjustment struts attached to thewing struts.

Figure 2 is a fragmentaryfront elevational view likewise illustrating the'relative positions of the struts and diagonals. I I

Figure 3 is a fragmentary front elevational view illustrating the attachment of a strut to a portion of a main wing spar.

Figure 4 is a perspective view of one of the incidence struts.

Figure 5 is a fragmentary perspective view of the upper wing mounting which is positioned above the cowling and showing a fragmentary portion of a main spar pivotally attached thereto.

Figure 6 is a fragmentary view of the innerend of a main spar of the center wing illustrating the attachment thereof to an upper longron, the latter being shown in section.

Figure 7 is an end view of the upper wing particularly illustrating the attachment of the incidence strut to a false spar.

Figure 8 is a sectional view of 'one of the wings illustrating the arrangement and design of the ribs as well asthe construction of the spars, the

' leading edge, and the-trailing edge.

l0|0 of Figure 12.

Figure 11 is a perspective view of one of the control links used between the control arms and the wing levers.

Figure 12 is a fragmentary elevational view of the control illustrated in Figure 10, and

Figure 13 is a-front fragmentary elevational v view of the lateral control mechanism.

Continuing with a more detailed description of the drawings, the numeral 1 generally designatesthe airplane, the fuselage 2 of which is constructed with lower longrons 3 which are spaced by cross members 4.

' I Between pairs of the cross members 4 and longitudinally arranged with respect to the length of the fuselage 2 there is mounted a longitudinal '5 axle 5, preferably of steel tubing, and is rotatably supported at each end' by bushings 6 which are h welded to the cross members 4. The longitudinal axle 5'is retainedwithin the bushings 6 by reason of flanges 1 welded to the said axle as particularly illustrated in Figures 10 and 12.

To attain the rotatable'movement of the 1ongitudinal axle 5 a conventional joy stick 8 isattached thereto by a pivoted yoke 9 as illustrated l in Figures 10,12 and 13.

' u'tw'ard1y from the axle 5', as illustrated in Fig- Opposing ly" arranged control arms l0 extend ureisflQ, 'lZ' a'nd 13, and the outer ends of which are slotted at a and b to receive the ends 0 and "d of the connecting links H and I2, particularly illustrated in Figure 11. 'The upper ends e and fv of the connecting links H and I2 extend at right angles with respect to the lower ends 0 and d and are designed to engage the forward ends of levers l3 and I4.

Theconnections between the links H and I2 and the arms l0 and the levers I3 and I4 are of brackets 23 and :24 welded thereto.

such as to permit a certain amount of movement and thus provide a limited toggle arrangement whereby, when the joystick 8 is moved laterally the arms l3 and I4 may be operated and have imparted thereto sufiicient movement to obtain the required results in changing the attack of the wings 21 and 28. The slots a and b of the arms l engaging the lower ends 0 and d of the links I I and I2 are 'ofsuch width asto'permit sufficient movement between these members for operation; likewise, the slots provided in the ends of the levers l3 and I4 connected to the upper endse and of the connecting links H and -l-2-wil1-permit vertical movement of these levers.

The opposing ends of the levers F3 and 14 terminate in integral bosses or sleeves l5 and 5 which, in turn, rigidly secure laterally extending tubing I! and I8 and are supportedatithe points Where they cross the longrons 3 by bearings I9 and 20 which are welded to the said lon- The outer endsofthetubingl'! and l8'-are. rigidly engagedby sleeves 2| and -22 andhave pairs These brackets are of such designvas to .engage the main spars-'25 and 26 0f the lower wings 22"! and 2-8 of the airplane, the last engagement being made by bolts 29 passing athroughthe-outer portion-of the said brackets and enclosing-the said spars inthe manner illustrated inrFigure 9.

Thus, -when-thevjoystick-8 is moved to either 'sideytheefiect upon the wings 21 and-28-is that they assume converse angles of attack since one of the arms is moved :upwardly whereas the opposing arm is moved downwardly having an opposing effect upon each of the levers i3 and I4. Obviously, the tubular supports 1 1 and I8 are rotated in opposite directions, in turn, conveying the movement to each .of the wings 21 and 28.

In carrying out the wing construction the ribs 30 are constructed of single integral pieces of material such as plywood and "assume in outline the'conventional airflow wing.

Leadingedges 3| are attached to the forward: :portions 'of the ribs 30, and atrailingedge of crimped metal 32 is laterally attached to the rearward portions of 'thesaidribs, as-illustrated in Figure 8. The spars 25-or 26 extendthrough longitudinal openings 33-each of which is substantially oblong inrshape and =is designed to render each of the ribs 30 light in weight. False spars 34 likewise extend laterally through the other openings 35in the ribs 38 *and are secured therein for lending strength 'to the wing conof the'bosses 48 U-shaped straps 42 are-bolted to the main spars, such as 25 and 26, :anditis preferred that they be-of different lengths, as illustrated in Figure -3, in order that the bolts 43 which secure them in place may be mounted near theupper and lower edges of the said main spars for strength. Thebosses 40 of the struts 38 and 39 are pivotally attached therebetweenby other'bolts 44 andnuts 4'5.

Directlyrbehind each of the attachmentsof the spars-38 and 39, and to the false spars 34, there are positioned incidence adjustment struts 46 :under the upper win-gs 36 and 31. Small brackets 41 extend downwardly from thefalse spars the engagement is with an upper aperture.

Since only a slight degree of change in the incidence of wings 36 and 31 is necessary, it is "obvious that a suificient adjustment can be attained through the medium of the auxiliary or incidence struts 48, previously described, by

changing the position of the lower ends thereof along the apertured plate 48 in the manner just described. The flexibility'of the wings 36 and 31 will permit a sufilcient change in the incidence thereof by warping from the point where the latter are rigidlysecuredat 44 to the spars .38 and-39 rearwardly to-the trailing edge. Thus, by reason of the arrangement-46, 48, 49 and 58,

the wings 3B and 31 may be adjusted by warping or "twisting to the desired incidence irrespectiveof the fact that a rigid connection is made between thewings Hand 31 through the brackets illustrated. in Figures 5 and'6.

The upper wing 36, which is preferably'constructed in two equal parts, is secured at its center by means of a substantially I-shaped mounting 5| which'is supported above and is attached 'tothe fuselage 2 by standards 5|, as illustrated'in Figure 5 and has vertical openings 52"through each of its'laterally extending portions Thus a pair'of brackets are effected for hingedlysecuring the upper main spars 53 by 'meansfof bolts (not shown) which may extend through the U-shaped straps or clevises 54 enclosingthe inner ends of the said spars.

The center wings 31 are attached in a like manner to C-shaped brackets 55 secured to the upper longrons 56 of the fuselage 2, the spars 51 having bolts 58 which secure similar clevises 59, and the latter are mounted in the said brackets by bolts 60.

Manifestly, the structure herein shown and described is capable of considerable changesand modifications from time to time by those skilled in theart and such changes and modifications as may be resorted to falling within .the spirit and intent of the invention may also be considered as falling within the scope of the appended claims.

What is claimed is:

..1..In a control mechanism for airplanes having a fuselage anda pair of wings adapted to pivot and function :as ailerons and extending from each side of the said fuselage and having shafts forming pivotal-connections therewith; a pair of levers rigidly connected to-the said shafts .and extending substantially at right angles thereto, a joy stick mounted on an axle substantially parallel to theplane of motionof the said levers, control arms fixed to the said axle and extending to adjacent the ends'of the said levers, angle links having one leg loosely pivotally connected to each of the said levers by-a pin hingezand their opposite legs pivotally connected to the said arms whereby the incidence of the said wings-are conversely changed by-a limited movement of the said joy stick, governed by said pivotal looseness.

2. In a control apparatus for airplanes having a fuselage and a pair of oppositely pivoted wings adapted to function as ailerons and extending transversely to the said fuselage and a pair of shafts providing pivots for the said wings; levers fixed to the ends of the said shafts within the said fuselage and extending in substantially the same plane therewith, a joystick mounted on an axle substantially parallel to the plane of the said levers, control arms rigidly fixed to the said axle and extending at right angles thereto and having their outer ends pivotally connected with the said arms, means comprising angle links having their legs loosely pivotally connected to the said levers and the said arms by pin hinges providing links therebetween whereby upon a lateral movement of the said joy stick the incidence of the said wings can be changed within fixed limits, governed by said pivotal looseness.

LILLIAN HOLDEN. CASSELL DE HIBBS. 

